Train-control system.



Patented Feb. 18, 1919.

4 SHEETSSHEEI l.

W. B. MURRAY.

TRAIN CONTROL SYSTEM. APPLICATION HLED MAR. 16. 1914. 1,294,823.

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TRAIN CONTROL SYSTEM.

APPLICATION FILED MAR-.16. 1914. Llfi wfi Patented 16b. 18, 1919.

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MAE/421 my,

W. B, MURRAY.

TRAIN CONTROL SYSTEM.

APPLICATION FILED MAR. 16. 1914.

Patented Feb. 18, 1919.

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1,294,82&

Murray W. B. MURRAY.

TRAIN CONTROL SYSTEM.

APPLiCATlON FILED MAR. 16. 1914.

1,29&,823. Patented R1118, 1919.

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W iran stares rarnnr ca ries.

WILLIAM B. MURRAY, OF DANVILLE, ILLINOIS, ASSIGNOR TO THE MILLER TRAIN CONTROL CORPORATION, OF S'IAUNTON, VIRGINIA, A CORPORATION OF VIRGINIA.

TRAIN-CONTROL SYSTEM.

Specification of Letters Patent.

Patented Feb. 18, 1919.

Application filed March 16. 1914. Serial No. 824,984.

To all whom it may concern:

Be it known that I, WILLIAM B. MURRAY, a citizen of the United States, residing at Danville, in the county of Vermilion and State of Illinois, have invented certain new and useful Improvements in Train-Control Systems, of which the following is a specification.

My invention relates to train control systems of the general type wherein the track is divided into blocks of suitable length, there being means to stop and signal the locomotive, car or other vehicle traveling upon the track, upon the same approaching the entrance end of each block, and has particular reference to means of this character, wherein the locomotive, car or other vehicle is equipped with a plurality of independently operating preferably fluid pressure operating apparatuses, for actuating train stopping means and signaling means respectively, each apparatus being mechanically set into action by ramp or ramp-sections guarding the entrance end of each block, there being electrically operated, means to render each apparatus inoperative or operative with respect to fulfilling its function, in accordance with track conditions.

An important object of the invention is to provide means of the above mentioned char acter, wherein independently operating train stopping and signaling apparatuses are employed, whereby upon the failure of one to operate, the other will operate.

A further object of the invention is to provide a convenient and reliable operative connection between the mechanically actuated shoe carrying element, which is moved by engagement with the ramp, and the train stopping or signaling apparatus.

A further object of the invention is to provide apparatus of the above mentioned character, which is comparatively simple inv construction, inexpensive to manufacture, reliable in operation, strong and durable.

Other objects and advantages of this invention will be apparent during the course of the following description.

In the accompanying drawings forming a part of this specification and in which like numerals are employed to designate like parts throughout the same,

Figure 1 is a diagrammatic View of the track circuit and associated elements,

Fig. 2 is an enlarged side elevation of one of the ramps employed to guard the entrance end of each block,

Fig. 3 is a plan view of a pair of ramps guarding the entrance end of each block,

Fig. 4: is a side elevation of the rear portion of the locomotive, showing the same equipped with my apparatus,

Fig. 5 is an edge elevation of the mechanically operated contact or shoe carrying element,

Fig. 6 is an enlarged sectional view taken on line 66 of Fig. 7,

Fig. 7 is a sectional view taken on line 77 of Fig. 5,

Fig. 8 is a side elevation of electrically operated means for rendering the mechanically operated means operative and inoperative with respect to actuating the train stopping means,

Fig. 9 is a sectional view taken on line 9 9 of Fig. 8,

Fig. 10 is a side elevation, taken in the engine cab, of fluid pressure operated means for actuating the throttle lever and engineers air brake valve, and,

Fig. 11 is a plan view of the throttle lever and operating means therefor.

Attention being called first to Fig. 1, the numerals 15 and 16 designate traffic rails, insulated at intervals, as shown at 17, for providing blocks A, B, C, and D, of suitable length. The traffic upon the track is in one direction, as indicated by the arrows.

Each block is provided with a local track circuit, comprising a source of current 18, preferably arranged near the exit end thereof, as shown. This source of current has one pole thereof connected with a wire 19, which is connected with the traflic rail 15. The opposite pole of the source of current is connected with awire 20 having connection with the trafiic rail 16. Arranged preferably near the entrance end of each block is an electro-magnet or electrically operated device 21, having one end of its winding connected with the traffic rail 15 by means of a wire 22, the opposite end of such winding being connected with the traflic rail 16 by a wire 23. The electro-magnet 21 is included in a relay for controlling the elec-- trical connection. with ramps or ramp-sections and a source of current, as will be fully explained.

Arranged suitably near and in advance of the entrance end of each block are ramps 24: and 25, which are curved longitudinally upwardly in a substantially vertical plane. These ramps are preferably from 80 to 100 feet long, and in some instances considerably longer. The ramp 2% is formed in two rampsections 2% and 24: insulated as shown at 26. T he ramp 25 is formed in two ramp-sections 25 and 25 insulated as shown at 27. These ramps are heldstationary in their proper positions by any suitable means.

Preferably arranged-near the exit end of each block is a source of current 28, having one of its poles electrically connected with the traiiic rail 16 of the adjacent rear block, as shown. The, opposite pole ot the source of current is connected with a wire 29, which is connected with the ramp-sections 2 1" and 25". It is thus seen that the ramp-sections 2 1 and 25 have permanent electrical connection with one pole of the source or current. 28, for a purpose to be more fully explained. Connected with the wire 29 is a contact-armature 30, adapted to cooperate with a stationary, contact 31, connected with a Wire 32. lVhen the electro-magnet 21 is energized, the contact-armature is swung into engagement with the stationary contact 31, but when the electro-magnet is dee'nergized the contactrarmatiue 3O automatically disengages the contact 31. The wire32 is connected with a cont actor pivot 83, arranged near a cooperating stationary contact 34, connected with a wire 35, in turn connected with a wire 35, which is connected with the ramp section 2%: 36 and 37 designate spaced stationary contacts, arranged in alinement with the cont-act 33. The contact 36 is connected with a wire 38, having connection with the ramp-section 25, while the wire 35 is also connected with the contact 37.

Arranged suitably near the entrance end of each block is a signal or semaphore paddle 36, adapted to assume three positions, to wit, an uppermost position for indicating a clear block, an intermediate position for indicating caution condition, and a, lowermost position for indicating danger or stop condition. Any suitable means may be employed to shift or move the semaphore paddle, the same forming no part 01": my invention, for which reason it is thought unnecessary to show them. For the sake of illustration, I have shown block 13; as being clear, block C as being at caution condition, and block D at danger condition, the semaphore paddles 36 assuming the three positions, for indicating the block conditions, as above explained.

ees-see Connected with each of the contacts or pivots 33 is a vertically swinging contact blade 87, adapted to assume three positions, to wit, an uppermost position to disengage contact. 34: and simultaneously engage con tacts 36 and 37, an intermediate. position to disengage contacts 36 and 37 and engage contact 84, and a lowermost position to disengage all or" the contacts 34:, 36 and 37. The contact blade 37 is extended laterally beyond the pivot 33 for affording a crank, to which is pivotally connected an upwardly extending operating rod 38, pivotally connected with a crank39, extending laterally beyond a pivot 10 of the semaphore paddle. it is thus seen that the contact blade 87 will be swungwith the semaphore paddle to assume corresponding positions with relation thereto.

The numeral 41 designates, as a. whole, mechanically operated apparatus for actuat ing train stopping means and the numeral r2. designates, as a whole, mechanically operated apparatus for actuating signal means. These mechanically operated apparatuses are identical wherebya detail description of on will answer for both. Eachapparatus l1 and 12 (see more particularly Figs. 4:, 5, 6 and 7), comprises avertical member or support as, rigidly attached to the frame work of the locomotive, preferably in ad vance of the driving wheels thereof. The vertical support 43 is provided near its lower end with a tubular guide 01? casing 13, for receiving a reciprocatory element or bar 4%. Rigidly connected and thoroughly insulated from the lower end of the reciprocatory bar or element 4A is a Contact carrying shoe &5. which, as more clearly shown in Figs. 6 and 7, is provided upon its lower engaging face with a recess %6, receiving a contact 1-7, pivotedwithin the recess, as shownatdS. The contact 47 is moved or urged outwardly by a suitably stifl compressible coil spring 49, such outward movement of the contact being positively limited by a stop lug-o1- extension 50, operating within a curved groove 51, contiguous with one end of the recess d6, as shown. Thereciprocatory element or bar 4-1 is moved or urgeddownwardly by a com; pressible coil spring 52, surrounding the same, and engaging at its upper end with an apertured fiXed'arm 53, and at its lower end, a stop pin 54, carriedby the bar or element at and engaging the upper end of the tubular guide 43, topositivelyv limitthe downward movement of the bar or element. At this point it is thought advisable to call attention to the fact that the reciprocatory elements or bars 44; are arranged side by each in transverse alineinent, the element. or bar as included in the apparatus 41 being arranged inwardly of the element or bar it included in the apparatus 42, whereby the shoe 4:5 of the apparatus 41 will engage with and be moved by the ramp 24, while the shoe 45 of the apparatus 42 will engage with and be moved by the ramp 25, as will be more fully explained. Each apparatus 41 and 42 comprises fluid pressure operated connecting means 55, more clearly shown in Fig. 4. Such connecting means comprises a primary diaphragm shell or casing 56, preferably formed in upper and lower parts 57 and 58, which are bolted or otherwise rigidly connected, as shown at 59. Arranged within the diaphragm shell or casing is a flexible diaphragm 60, having its edges confined between the adjacent flanges or edges of the parts 57 and 58. This diaphragm is preferably formed of leather or any other suitable material. Connected with the diaphragm 58 is a depending rod 61, mounted to reciprocate within an opening, formed through the lower part 58 of the diaphragm shell or casing. The rod 61 is arranged permanently'in the path of travel of a head 67 preferably formed upon the upper end of the bar or element 4%, to be elevated thereby upon the upward movement of the latter. Arranged preferably near or within the cab of thelocomotive is a secondary diaphragm shell or casing 68, preferably substantially identical with the primary diaphragm shell or casing 56. Arranged within the diaphragm shell or casing 68 is a flexible diaphragm 69 formed of leather or other suitable material. Leading into the diaphragm shell or casing 68, below the diaphragm 69, is a conduit (0, which leads into the primary diaphragm shell or casing 56, above the diaphragm 60; The diaphragm shell or casing 68, below the diaphragm 69, is suitably filled with a fluid, also filling the conduit 70, and the diaphragm shell or casing 56, above the diaphragm 60. This fluid may be air, alcohol, oil, or in fact any gas or liquid which will not readily freeze.

As more clearly shown in Figs. at, 8 and 9, the numeral 71 designates a rod which is attached to the diaphragm 69, and extends up" wardly through and beyond the diaphragm shell or casing 68.

This rod 71 is connected with electrically operated means, designated as a whole by the numeral 72, for rendering the mechanically operated apparatus operative and inoperative with respect tooperating the train stopping means or signaling means. These electrically operated means, as more clearly shown in Figs. 8 and 9, comprises a stationary casing 73, preferably arranged near or within the cab of the locomotive, and held stationary by any suitable means. Fixed to the floor or bottom of the casing 73 are spaced arms or bearings 74-, apertured for receiving a horizontal shaft 75. Pivotally mounted upon this horizontal shaft is an inner sleeve or tubular element 76, having a laterally extending crank 77, rigidly connected and preferably formed integral therewith. This crank has its outer end pivotally connected with the upper end of the rod 71, as shown at 78. Pivotally mounted upon the inner sleeve 76 is an outer sleeve or tubular element 79, having an opening 80 formed therethrough, for receiving a depending bolt 81. This bolt is adapted for movement into and out of a curved opening or groove 82, formed in the inner sleeve 76, and when within the groove, the same serves to lock the sleeves 76 and 79 together, whereby a. turning movementof the sleeve 76 will effect a corresponding turning movement of the sleeve 79, but when the bolt is withdrawn from the groove, the sleeve 76 is free to turn without effecting a corresponding movement of the sleeve 79. Rigidly connected and preferably cast integral with the outer sleeve 79 is an upwardly extending electro-magnet support or arm 83, upon which is rigidly mounted a vertically arranged electro-magnet 8%, preferably inclosed within a nonmagnetic casing. The electro-magnet, when energized, swings its armature 85 upwardly, such armature having the bolt 81 rigidly attached thereto. The armature 85 has one end thereof pivoted with a knuckle 86, rigidly attached to the support 83. It is thus seen that when the electro-magnet 8i is deenergized the sleeves 76 and 79 will be locked, to move together, but when the electro-magnet is energized, the turning movement of the sleeve 7 6 will not be transmitted to the sleeve 79. The electro-magnet 8% has one end of its winding connected with a wire 84; which is electrically connected with the shoe so, while the other end of the winding of this electro-magnet is connected with a wire 85 which is grounded to the frame work of the locomotive. The construction of this electrically operated means is identical with the electrically operated means shown in my co-pending application for train control system, filed February 10, 1913, Serial No. 7 l7,a98, wherein the same is fully disclosed in view of which it is thought that no further showing of the same is necessary in this application, such means not being claimed per se in this application.

Arranged within each of the casings 73 is a valve structure 87, of any well known or preferred type. Each of these valve structures is operated by a depending crank 88, pivotally connected with the support 83 through the medium of a pitman or link 89, as shown.

The valve structure 87 in the apparatus ll is connected in or with a. pressure supply pipe 90, leading to the main reservoir 91 of the air brake system. The valve structure 87 of the apparatus 42 is connected in or with a pipe 92, connected with the pipe 90 by a T coupling 93.

Connected with the valve structure 87 of the apparatus 41 is a pipe 94, which, as more clearly shown in Figs. and 11, leads into the intake end of a throttle lever operating cylinder 95. This cylinder is pivotally at tached to the facelofthe boiler by a bolt 96 or the like. This cylinder is preferably provided with a small or pin hole exhaust 97, whereby pressure within the cylinder may exhaust therefrom, upon the cutting OR of the supply of pressure from the same. Mounted to reciprocate within the cylinder 95 is a piston 98, connected with a piston rod 99, which extends outwardly beyond the cylinder 95. This piston rod has its free end suitably pivotally connected, as shown at 100, with one arm oi a bell-crank lever 101, pivoted at 102, to a bracket or support 103. The outer arm of the bell-crank lever 101 is pivoted at104 with av link or element 105, which traverses a throttle lever 106, and is provided with laterally extending lugs or trunnions 107 and 108, which are normally spaced from and out of engagement with the throttle lever, said throttle lever being disposed between and in the path of travel of the same. The outer end of the link 105 is pivotally connected with one end of a bellcrank lever 109, pivotally connected with the throttle lever 106, as shown at 110. The

bellcrank lever 109 is urged in one direction by a retractile coil spring 111. Extending longitudinally of the throttle lever is the usual latch rod 112, serving to Operate a latch 113, to engage with a. stationary toothed quadrant 114, such latch being forced inwardly toward the quadrant by a spring 115. The rod 112 is connected with a bell-crank lever 109 through the medium of a link 116. The latch rod 112 is connected with a hand grip 117, to be manually operated thereby. Pivotally connected with the throttle lever, as shown at 118, is a link 119, operating the throttle valve through the medium of a throttle valve stem 120, with which the same is pivotally con nected.

Connected with the pipe 90, through the medium of a T-coupling 121, is a pipe 122, discharging into the inlet end of a preferably horizontally arranged cylinder 123, held stationary within the locomotive cab by any suitable means. The cylinder 123 is provided with a small or pin hole exhaust port, (not shown) identical with the exhaust means 97 of cylinder 95, whereby pressure, contained therein after the supply of the same has been cut oil may gradually exhaust I to the atmosphere.

Mounted to reciprocate Within the cylinder 123 is a piston 125, connected with a rod 120, having pivotal connection with the lever of an engineers air brake valve 127, of any well known or preferred type.

The valve 87 of the apparatus 42 is connected with a pipe 128, having connection paddle guarding the entrance", alert 'the block D is at danger or stop, thesemaphore paddle guarding the emanate or'ti cr C at. caution, and the semaphore. paddle guarding the entrance lid, Qf theblock'Bat clear. Assuming that, a lo amer-near train is traveling from block, A i tq1 1 nB ne when the, same moves into proximity to ithe ramps 24, and 25, near theentranceend block B, the contact 47 and shoe45of the apparatus 41 will engage 1m segti j24i while the contact 47 andsh0e45 ofithef apparatus 42 will engage. the rampsection 25 The shoes 4 5 anaaa roqapryen; ments or bars 44 connected therewith are thus gradually elevated, Prior to this apward movement of the rodor element 44, of the apparatus41, a circuitl isfclosed for energizing the electro-magnet 8456f s'achap; paratus, whereby the bolt 81 is withdrawn from the groove 82andthe-sleeves76and79 unlocked, the turning movementofthefsleeve 76 not being transmitted as sleevef79, In the absence of a locomotive ,or vehicle, in the block B such block beingclear thereijis a closed track circuit including the nears; magnet 21, whereby the contactarmature 30 engages the contact. 31, In theclosedtrack circuit for energizing the electro-magnet .21,

current flows from one pole ofthejsourcefof current 18 throughwire earned rail'16, of block Z), wire 23, electro-magnet.21, wire22, trafitlc rail 15, and} through wire 19 bajck 't o the opposite pole of thesourceof current. f In the closed circuit for energizing the. electromagnet 84 of the apparatus'41, emanates from one pole of the source of current 28 adjacent the entrance. end of block B,throu gh contact-armature 30, contact 31,wirel 32, con:- tacit blade 87 contact 37f (the contactblade 37 now engaging the contact 37; ,since the semaphore paddle 86 is inthe uppermost position) through wire 35, ramp-section 24?, contact 47 and shoe 45, wire 8 5,1, electromagnet 84, wire 84?, th e frame. Work of the. engine, trafiic rail 16 of block A, and back to the opposite pole of the sourcelof current. Upon the upward movement of the element or bar 44 of apparatusf41, the up per end thereof engages the lower end of the rod 61, such movement bein ltraiismitted through the medium of the fiuic pressure-op:

erating connecting means including. the diaphragms, to the rod 71,which is, accordingly elevated. This movement ofthe. rod 71 will swing the crank 77 upwardly. This swinging movement of the crank 7 7 the elec tro-magnet 84 being energized, will not efiect a swingin movement of the electro-magnet, whereby t e valve structure 87 will not be operatedv or rendered inactive for supplying pressure to the train stopping means. The closed circuit for energizing the electro-magnet 84 of the apparatus 41, remains closed until the contact 47 and shoe 45 engage the insulation 26, when the circuit is opened, a second circuit however being closed to again energize the electro-magnet 84 when the contact and contact shoe engages the rampsection 24*. In this last named closed circuit current flows from one pole of the source of current 28, through wire 29, ramp-section 24, contact 47 and shoe 45, wire 85, electromagnet 84, wire 84', the frame work of the locomotive, trailic rail 16 of block A, and back to the opposite pole of the source of current. The function of having the ramp section 24 permanently connected with one pole of the source of current 28, as above stated, is to provide means whereby the train stopping means will not be actuated when the locomotive travels in an opposite direction to the direction of traffic, as when backing, it being disadvantageous for the train stopping means to operate under these conditions. The locomotive or train is thus allowed to pass from block B into block A, without the train stopping means being actuated.

/Vhen the locomotive traveling from block A into block B, approaches the ramps 24 and 25, as above stated, the contact 47 and shoe 45 of the apparatus 42 engage the ramp-section 25*, whereby the reciprocatory bar or element 44 of the apparatus 42 is moved upwardly. This movement of the bar or ele ment 44 is transmitted to the rod 61, which through the medium of fluid pressure operated means including the diaphragms, is transmitted to the rod 71 in apparatus 42, said rod 71 being in turn moved upwardly. Prior to this upward movement of the rod 71 the electro-magnet 84 of the apparatus 42 has been energized, whereby the turning movement of the sleeve 76 will not effect a corresponding movement of the sleeve 79 and thewalve structure 87 will not be operated to sound the whistle 129. In the closed circuit for energizing the electro-magnet 84 of the apparatus 42, current flows from one pole of the source of current 28, through contact-armature 30, contact 31, wire 32, contact 36, wire 38, ramp-section 25, con tact 47 and shoe 45 of apparatus 42, wire 85, electro-magnet 84, wire 84, the frame work of the engine, trafiic rail 16 of the block A, and back to the opposite pole of the sourceof current 28. a When the contact 47 and shoe 45 engage the insulation 27, the circuit for energizing the electro-magnet 84 is broken, but is again closed when the contact and shoe engage the ramp-section 25 in this last named closed circuit current flows from one pole of the source of current 28, through wire 29, ramp-section 25, contact 47 nd shoe 45, of the apparatus 42, wire 85, electro-magnet 84, wire 84, the frame work of the engine, through traffic rail 16 of block A, and back to the opposite pole of the source of current 28. The function of having the rampsection 25 permanently connected with one pole of the source of current 28 is to provide means whereby the audible signal or whistle 129 will not be sounded when the locomotive is traveling in an opposite direction to the di rection of traffic, as backing up, it being disadvantageous to have the whistle sounded under these conditions. It is thus seen that the locomotive is allowed to enter block B from block A without the signal being op-. erated.

When the locomotive or train traveling in the block 13 approaches the entrance end of block C, which is at caution condition, the contact Y47 and shoe 45 of apparatus 41 will engage ramp-section 24 guarding the entrance end of block C. As the semaphore paddle 36 occupies the intermediate posi tion, the contact blade 37 engages contact 34, whereby the ramp-section 24 is electrically connected with one pole of the'source of current 28. The circuit for energizing the electromagnet 84, in the apparatus 41, is again closed, whereby the train stopping means will not be actuated, such circuit re maining closed until the contact and contact shoe engage the insulation 26, at which time the circuit is opened as above explained. When the contact 47 and shoe 45 of apparatus 41 engages the ramp-section 24 the second circuit for energizing the electro-magnet 84 of apparatus 41 is closed, as above explained. It is seen that the locomotive or train is allowed to pass from block B into block C without the train stopping means being actuated.

When the locomotive approaches the ramps 24 and 25 guarding the entrance end of block B, as above stated, the contact 47 and shoe 45 of apparatus 42 engage the ramp-sections 25*, which now has no electrical connection with the source of current 28, as the contact blade 37 is out of engagement with the contact 36. The shoe 45 and bar or element 44 is accordingly elevated, which movement is transmitted to the rod 71 of apparatus 42, through the medium of the fluid pressurev connecting means, whereby the arm 77 is swung upwardly. The sleeves 76 and 79 being now locked together, the electro-magnet 84 is swung to the left, Whereby valve structure 87 is actuated, and pressure supplied to the whistle 129, to sound the same through pipe 128. When the COD: tact 47 and shoe 45 of the apparatus 42, engage the ramp-section 25 the circuit is closed for energizing the efe'etro-rsagnet 84 asabove explained. It is thus seen that the loconi otive is allowed to pass from'block B into block C but the signal 129 is operated or sou'nded to apprise the engineer of the caution condition ofblock C.

When the locomotive or train moves into p'roXi nity to block D at danger condition, the cohtact''? and shoe 45 of apparatus 41 engages the ramp-section 24 guarding the entrance time]? block D. As block D is at danger r conditi'on, the semaphore paddle 36 guarding the entrance end thereof, occupies the lowermost position, and the Contact blade 7 37 isniovedout of engagement with all of the tontacts 34c, 36, and 37,whereby the ramp section Q has no electrical connection with th'e'source er'eu re'ntes. The electrical connection between theramp-scction 24 and the source of current 28 is also broken at 2 0 the'fctntaet 31, thejelectrdmagnet being deeneigiz'edby the presence oi the locomotive ortrainiii the bloJckD. The longitudinal inovementofthe shoe d5 of apparatus all 7 along the ramp-section 243 t nses the up- Ward'ihoveiiient of the element or bar 44,

whereby the lrod 61 is elevated, which'movenient is transmitted to the rod 71, to move the's'ame upwardly, through the medium of thefluictpre'ssiue operated means. The elec- 30 ire-magnet of theapparatus etl now being d'ee'ne gize d, the sleeves 7 (Sand 7 9 are locked to turnwith eachother, whereby, the valve structure "will he, operated, and pressure I supplied to the pipe 90. Thispressure enters the inlet end of the cylinder 95, swinging the bellfcraiik "lever 101 inwardly. This mbvementjof the bell-crank lever draws the liiikTOh first unlocks the latch 113, and subsequently moves the throtiO tie lever 106 to its closed position to cut (51f thesupplyefaeam, The pressure supplied iiitothe'pipei'ilOlalso passes into pipe 122, 'suchpfessure moving the piston 125, wherey. e eng nee at: br valve 2 is to active position forapplying the M the contact Hand shoe 9f I meal the t m -stemming he 1 ma nets e1 91f 's e app is H again" nergizedfasi ab'ove described. q Wh 'fenthecontact Hand shoe 45 of apparain-fisectimi 25 ntl offblock D, the whistle 129 0p edpsiiice the rainpfsection l c lical connection with the source en the contact 17am shoe engages the-ramp section U anc e end, of block D, the 7 closedt'o energize the electrot 81hr f ppmeu s a2, asabove e;- 16 Itfisthusseen that'thelcconiotive "p ied i the whistlesoun'd'ed, when the A V past the ramps :24imd QSguar'djiiig tllg en rane end of block D in danger condition.

f It'is to be understood tl atthefoi m of my invention herewith shown anddescr'ibed is to be taken as a preferred example oft-he same and that various changes inthe'shape, size and arrangement of parts be 'resorted to without departingfro'm the spirit of the invention or theiscope of the'subjoined claims. v 7 v H 7 Having thus described my invention, '1 claima- I M a V 1. In a train control s stemof the cliarac ter described, apairot relativelymovable elenie'nts' to be'carriiedby the'vehi cle, electrically operated means adapted when deei'iergized to lock theelements inovei'nent together in one direction when to unlock them, trainstopping neans'co'nnected with one elementj a fluid pressure operated device connectedwith the otlier'element to move it, apparatus'for fluid pressure into the pressure operated "fde vice, a vertically movable shoe for operating the apparatus, disposed inthe'path of travel of thejsho'eto move interm nttrically connecting the shoe'with the-ele'c trically operated means, asource ofcurreht, and means connecting and discofinectiiigthe ramp with and troi'n thesou'ice of'current.

2111a train control sy' st'em or the "character described, aconduitcontaihing' a fluid to be compressed, train stopping means fem 5 bodying a inovableelement arranged near one end'of the conduit to be actuated bythe compressed fluid therein, electrically operated means adapted to render the train stopping me'an's operative "and inoperative, a movable element arranged near theop'posite end of the conduit andadapted when moved in one direction to compressthefiuid'therein, a inovablefsh'oe having eennction'with the second named movable element, *a disposed inthe p'ath of travel of each slice, a source of current, ahd'means'ror connecting and disconnecting 'the ramp 'withan'd from the source of current.

3. In a train control system of the character described, a track, a vehicle to travel thereon, vehicle stopping means "mounted upon the vehicle, signaling means'mo inted upon the'vehicle, mechanically operated apparatus to actuate the vehicle "stopping means, electrically operated mean to render the mechanically operated apparatus o'p'erative and inoperative with respect to fulfilling its .function'and electrically connected with the mechanically operated apparatus, independently operating mechanically "operated apparatus to actuate the signaling means, electrically operated means for renderiiig the second named inechanic'allybperated apparatus operative and inoperative with respect to actuating the si naling means and electrically connected iv'ithth'e second named mechanically operated apparatus, ramps disposedin the path of travel of the mechanically operated apparatuses to move them, and means to alternately connect and disconnect ,the ramps with and from the source of current.

4. In a train control system of the character described, a track, a vehicle to travel thereon, vehicle stopping means mounted upon the vehicle, signaling means mounted upon the vehicle, mechanically operated ap paratus to actuate the vehicle stopping means, independently operating mechanically operated apparatus to actuate the signaling means, ramps disposed in the path of travel of the mechanically operated appa ratuses to move them, electrically operated means to control the operation of the vehicle stopping means and signaling means by the mechanically operated apparatuses, and

means to alternately connect the ramps with the source of current.

5. In a train control system of the character described, a track, a vehicle to travel thereon, mechanically operated and electrically controlled vehicle stopping means mounted upon the vehicle, independently operating mechanically operated and electrically controlled signaling means mounted upon the vehicle, a corresponding number of separate ramps disposed in the path of travel of the vehicle stopping means and signaling means, to operate the same, and means for alternately connecting the ramps with a source of current.

6. In a train controlsystem of the charac ter described, mechanically operated apparatus embodying a shoe, a ramp to engage the shoe to move the same, and a contact member pivoted to the shoe and adapted to engage with the ramp.

7. In a train control system of the character described, mechanically operated apparatus embodying a shoe, a .ramp to engage the shoe to move the same, a contact member pivoted to the shoe and adapted to en gage with the ramp, and a spring to force the pivoted contact member outwardly with relation to the shoe.

8. In a train control system of the character described, mechanically operated apparatus embodying a shoe having a recess formed through the engaging face thereof, a ramp to engage the face of the shoe to move the same, a contact member movably mounted within the recess and adapted to engage with the ramp, and a spring to move the contact member outwardly with relation to the recess.

In testimony whereof I afiix my signature in presence of two witnesses.

WILLIAM B. MURRAY. l/Vitnesses G. Ross Wnn'rz, A. M. BUSHNELL.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. C. 

